Brake-beam for railway-cars.



No. 744,722. PATENTE'D 110124, 1903.

s. A. (mom.

BRAKE BEAM FOR RAILWAY GARSf APPLICATION FILED JULY 2 1. 190a.

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1H0 IODEL.

WITNESSES: I INVENTOR L... 2 2. BY @W' i I, i ATTORNEY Tm: mums mus w.moroufua, wnsnmo s A. 01mm. ,BRAKE BEAM FOR RAILWAY. CARS.

APPLICATION I'ILBD JULY 21, 1903.

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NO' MODEL.

INVENTOR ATTORNEY WITNESSES UNITED STATES Patented November 24, 1803.

PATENT OFFICE.

SETH A. CRONE, OFNEW YORK, N. Y.

SPECIFICATION forming part of Letters Patent No. 744,722, dated November24, 1903.

Application filed July 21. 1903. Serial No. 166,455- (No model.)

To all whom it may concern:

Be it known that I, SETH A. CRONE, a citizen of the United States, and aresident of New York, in the county of New York and State of New York,have invented certain new and useful Improvements in Brake- Beams forRailway-Oars, of which the following is a specification.

The invention relates to improvements in brake-beams for railway-cars;and it consists "in the novel features and combinations of prising twotruss-rods, preferably arranged at I an angle to each other; and thepurpose of my invention is to increase the strength and efficiency ofmetallic brake-beams and more especially to afford in a brake-beam moreefficient means for resisting the strains exerted by the brake-lever andpreventing the upward buckling or bending of the bodvbeam member at itsmiddle portion.

The invention will be fully understood from the detailed descriptionhereinafter presented, reference being had to the accompanying drawings,in which Figure l is a top view of a brake-beam constructed inaccordance'with and embodying Fig. 2 is an enlarged end my invention.view of same. Fig. 3 is an enlarged edge View looking in the directionof the arrow 3 of Fig. 1 of the strut. Fig. 4 is an enlarged end Viewshowing a modified form of the brake-beam. Fig. 5 is a top view of afurther modified form of brake-beam'embracing the invention. Fig.6 is aside view of same looking in the direction of the arrow 6 of Fig. 5; andFig. 7 is an end view, partly broken away, of same looking in thedirection of the arrow 7 of Fig. 5.

In the drawings, 10 designates thebodybeam; 11, the brake-shoe heads;12, the brakeshoes applied to said heads; 13, the central strut toreceive the brake-lever; 14, one of the truss-rods, and 15 the othertruss-rod.

The body-beam 10 is of rolled metal and may be of any suitable form, andin the present instance I illustrate as thepreferredconstrnction thebeam 10 as being a doubleflanged or I-beam set on edgethat is, with itsweb vertically disposed and its flanges horizontally extended.

The brake-shoe heads 11 may be of any suitable form and constructionadapted to the ends of the beam 10 and to receive suitable 6 brake-shoes12, my present invention not being confined to anyspecial form andconstruction of brake-shoe heads and brake-shoes.

The strut 13 is formed with the usual angularly-disposed slot 16,between whose side walls will be mounted in the usual manner thebrake-lever, (not shown,)-said walls being provided with the aperture 17to receive the bolt or pin for said lever. One end of the strut 13 isformed with the. head 18 to pass upon the body-beam 10, and the otherend of said strut, referring to Figs. 1, 2, and 3, is formed with acentral recess 19 toreceive the middle portion of the truss-rod 14 andwith a bearing-recess 20 to receive the middle portion of the auxiliarytruss-rod 15, the said' bearing-recess 20 being at one side of thelongitudinal center of the strut 13 and conveniently near the end of theslot 16, it being my purpose that the truss-rod 15 shall be in positionat its middle portion to efiectively aid in resisting the strainsexerted by the brake-lever.

The truss-rods 14 15 correspond substantially with each other and attheir ends pass through'ears formed on the brake-shoe heads 11 and aresecured by suitable nuts, whereby the ends of said rods becomeoperatively connected with the ends of the body-beam 10. It

is to be understood, however, that I do not 5 limit the presentinventionto the manner of placing the ends of the truss-rods inoperative connection with the ends of the bodybeam 10. In the presentinstance, however,

I provide the brake-shoe heads 11 with the Ico upper and lower ears 2122, and the ends of the truss-rod 14 are secured in the upper cars 21,while the ends of the truss-rod 15 are se cured in the lower ears 22,whereby said rods become disposed at an angle to and cross each otherand are rendered highly efficient for the purpose of resisting thestrains exerted by the brake-lever and preventing the upward buckling orbending of the body-beam at its middle portion.

In Fig. 4 I illustrate a modified construction of beam in which thetruss-rods 14 extend on converging lines to the outer end of the strut,the latter being recessed to receive said truss-rods and said rods beingat an angle to each other and adapted to resist the strains exerted bythe brake-lever.

Figs. 5, 6, and 7 illustrate a further modification of the invention andrepresent the truss-rods 14 15 at an angle to and crossing each other,with the rod 14 in line with the center of the beam 10 and strut 13, asusual, and the rod 15 extending lengthwise of the beam 10 and over thestrut 13, which is provided adjacent to its head end with a suitablebearing to receive said rod.

In each form of the invention shown two truss-rods at an angle to eachother are employed to increase the strength and durability of themetallic brake-beam as a whole, to more efiectively resist the strainsexerted by the brake-lever, and especially to prevent the upwardbuckling of the beam 10, said rods being so disposed as to accomplishthese results and preferably arranged with one rod engaging the outerend of the strut and the other engaging said strut at a pointintermediate its ends.

What I claim as my invention, and desire to secure by Letters Patent, is

1. The brake-beam comprising the flanged rolled body-beam 10, thebrake-shoe heads 11 seated on the ends thereof and having the upper andlower ears 21, 22, the strutand the independent truss-rods 14, 15, thesaid rod 14 at its outer ends being secured in the ears 21 and at itsmiddle portion inclining d ownwardly and engaging said strut, and thesaid rod 15 at its outer ends being secured in said ears 22 and at itsmiddle portion inclining upwardly and engaging said strut; substantiallyas set forth.

2. The brake-beam comprising the bodybeam 10, the brake-shoe heads onthe ends thereof, the strut, and the independent trussrods 14, 15, thesaid rod 14 at its outer ends being secured to one end of said heads andat its middle portion inclining outwardlyancl engaging said strut, andsaid rod 15 at its outer ends being secured to the other end of saidheads and at its middle portions extending across the path of said rod14 and engaging said strut; substantially as set forth.

3. The brake-beam comprising the bodybeam, brake-shoe heads, strut andtruss-rods, one of the latter engaging said strut at its end and theother engaging said strut adjacent to the brake-lever slot therein;substantially as set forth.

4. The brake-beam comprising the bodybeam, brake-shoe heads, strut andtruss-rods 14, 15, the rod 14 inclining downwardly and engaging the endof said strut, and the rod 15 inclining upwardly and engaging said strutadjacent to the brake-lever slot therein; substantially as set forth.

Signed at New York, in the county of New York and, State of New York,this th day of July, A. D. 1903.

SETH A. ORONE.

Witnesses:

ARTHUR MARION, CHAS. (J. GILL.

